WO2014141784A1

WO2014141784A1 - Battery control device

Info

Publication number: WO2014141784A1
Application number: PCT/JP2014/052826
Authority: WO
Inventors: 雄希奥田; 浅野　誠二; 直之田代
Original assignee: 日立オートモティブシステムズ株式会社
Priority date: 2013-03-13
Filing date: 2014-02-07
Publication date: 2014-09-18
Also published as: JP2014172587A

Abstract

Provided is a battery control device capable of efficiently charging or discharging a battery while suppressing a discrepancy between the feeling of operation of a start switch by a driver, for example, and a vehicle starting state, and that is capable of increasing battery reliability by suppressing battery degradation due to parking of the vehicle or a long period of neglect of the vehicle. A controller (111) for controlling the charging or discharging of a lead battery (108) for supplying electric power to an on-board device (109) mounted on a vehicle (100) is provided with: a starting-stop timing estimation unit (130) that estimates a starting-stop timing for stopping a starting state of the vehicle (100); and a charge rate adjusting unit (131) that adjusts the charge rate for the lead battery (108) on the basis of a result of estimation by the starting-stop timing estimation unit (130).

Description

Battery control device

The present invention relates to a battery control device, for example, a battery control device that controls charging / discharging of a battery mounted on a vehicle.

Conventionally, a vehicle equipped with a so-called power generation control mechanism that stops an alternator (generator) mounted on a vehicle while traveling or actively generates power when the vehicle decelerates for the purpose of improving the fuel efficiency of a vehicle such as an automobile. Development is underway. In recent years, for the purpose of further improving fuel efficiency, development of a vehicle equipped with an idling stop mechanism (also referred to as an engine automatic stop / restart mechanism) that automatically stops the engine connected to the alternator when the vehicle is temporarily stopped. Is also underway.

By the way, a vehicle equipped with such a power generation control mechanism and an idling stop mechanism generally discharges a battery more deeply than a vehicle not equipped with these mechanisms. In many cases, the battery is left in a state where the charging rate is low. In addition, as described above, since a vehicle equipped with a power generation control mechanism and an idling stop mechanism generally reduces the opportunity to drive an alternator that is a generator, the state of charge of a battery charged by the alternator (for example, the charging rate) is changed. It is difficult to adjust to a desired state.

For example, a lead battery generally used as a power supply device for automobiles is known to have a significantly reduced battery capacity due to deterioration referred to as passivation when left with a low charging rate. ing.

Specifically, the lead battery mainly electrically insulates the positive electrode mainly composed of lead oxide, the negative electrode mainly composed of lead, an electrolyte solution composed of dilute sulfuric acid, and the positive electrode and the negative electrode. At the same time, power is charged / discharged through a positive electrode terminal and a negative electrode terminal which are composed of a separator for holding an electrolytic solution and a casing for packaging them, and are connected to the positive electrode and the negative electrode. In this lead battery, lead sulfate is generated at the positive electrode and the negative electrode as the discharge progresses due to the discharge reaction shown in the following chemical formulas (1) to (3), and is opposite to the arrows shown in chemical formulas (1) to (3) during charging. By the reaction in the direction, lead sulfate is reduced to lead on the negative electrode side, and lead sulfate is oxidized to lead oxide on the positive electrode side.

Lead sulfate produced by the discharge reaction of a lead battery is insulative, and lead sulfate deposited on the positive electrode and negative electrode by the discharge reaction is reduced to lead on the negative electrode side or oxidized to lead oxide on the positive electrode side by the charging reaction. . However, if the lead battery is left for a long time with a low charging rate, the lead sulfate deposited on the positive electrode and the negative electrode by the discharge reaction will not easily change to lead or lead oxide even if the lead battery is charged, The internal resistance (discharge resistance) is remarkably increased, and the capacity of the lead battery is greatly reduced. Further, since the amount of lead sulfate deposited on the positive electrode and the negative electrode increases as the charge rate of the lead battery decreases, the deterioration of the battery is accelerated particularly when the charge rate of the left lead battery is low.

As described above, in the vehicle including the power generation control mechanism and the idling stop mechanism, the battery is discharged deeper and the charged state of the battery is adjusted to a desired state as compared with the vehicle not including these mechanisms. Since the battery is often left in a state where the charging rate is low, there is a problem that the deterioration of the battery is accelerated. For example, when starting an engine, it is necessary to supply a large amount of power from a battery to an electric motor represented by a starter motor. Therefore, in this field, for example, when a vehicle is parked or left for a long time, the battery is charged. It is desired to develop a control device that can adjust the state to a desired state and suppress the deterioration of the battery to ensure the reliability of the battery.

To deal with such a problem, Patent Document 1 discloses a technique for charging a main battery (power storage unit) connected to an alternator (generator) or a starter motor in preparation for starting the engine at the next boarding. Yes.

The vehicle power supply device disclosed in Patent Literature 1 is operated to be turned on when the vehicle is activated, and the activation switch that is operated to be turned off when the vehicle activation state is stopped is switched to the off state. In addition, when the state of charge of the main battery falls below a predetermined value, the main battery is charged by continuing the engine operating state.

JP 2011-163282 A

According to the vehicle power supply device disclosed in Patent Document 1, the main battery can be charged in preparation for starting the engine at the next boarding, and the main battery is not limited by the power required for starting the engine. Can be deeply discharged.

However, in the vehicle power supply device disclosed in Patent Document 1, after the start switch is switched to the OFF state, the engine operating state is continuously maintained until the main battery charging state reaches the target value. Since the battery is charged, there is a problem that the operation of the start switch by the driver or the like does not match the start state of the vehicle and a problem that the fuel consumption of the vehicle is reduced.

The present invention has been made in view of the above-described problems, and its object is to connect a starter motor or the like while suppressing a deviation between the sense of operation of the start switch by the driver or the like and the start state of the vehicle. It is an object of the present invention to provide a battery control apparatus that can efficiently charge and discharge a battery to be charged, suppress deterioration of the battery due to parking of the vehicle or leaving the vehicle for a long period of time, and increase the reliability of the battery.

In order to solve the above-described problems, a battery control device according to the present invention is a battery control device that controls charging / discharging of a battery that supplies electric power to an in-vehicle device mounted on the vehicle, and the start of the vehicle A start / stop timing estimation unit that estimates a start / stop timing for stopping the state; and a charge rate adjustment unit that adjusts the charge rate of the battery based on an estimation result of the start / stop timing estimation unit. .

According to the battery control apparatus of the present invention, for example, the start / stop timing at which the start state of the vehicle is stopped is estimated based on an operation of turning off the start switch by a driver or the like, and the charge rate of the battery is determined based on the estimation result. By adjusting, the battery charge rate can be adjusted to a desired state (a state suitable for storing the battery) before the vehicle start state is stopped. For example, the driver feels that the start switch is operated. The battery reliability can be improved by suppressing the deterioration of the battery due to the parking of the vehicle or the long-term leaving of the vehicle while suppressing the deviation between the vehicle and the starting state of the vehicle.

Issues, configurations, and effects other than those described above will be clarified by the following description of the embodiments.

1 is an overall configuration diagram schematically showing a system configuration of a vehicle equipped with Embodiment 1 of a battery control device according to the present invention. The internal block diagram which shows schematically the internal structure of the alternator shown in FIG. The figure which shows the charge rate of the lead battery shown in FIG. 1, and the relationship between a no-load voltage. The figure which shows the no load voltage of the lead battery shown in FIG. 1, the relationship between discharge resistance, and a charging rate. The figure which shows the relationship between the discharge capacity ratio and discharge resistance increase rate of the lead battery shown in FIG. The schematic diagram which shows an example of the charge rate of the lead battery in the vehicle shown in FIG. 1, the output signal of a vehicle speed sensor, the output signal of an accelerator pedal sensor, and the output signal of a brake pedal sensor in time series. The schematic diagram which shows an example of the charging rate of the lead battery when the vehicle shown in FIG. 1 is parked, the generated voltage of the alternator, the output signal of the vehicle speed sensor, the idling stop prohibition flag, and the in-vehicle device power consumption restriction mode flag in time series. The schematic diagram explaining typically the relationship between the estimated remaining travel time when the vehicle by which Embodiment 2 of the control apparatus of the battery which concerns on this invention is mounted moves to the destination, and the charge start time of a battery. The figure which shows the relationship between the difference of the desired charge rate of a battery, the present charge rate, and estimated remaining travel time.

Hereinafter, embodiments of a battery control device according to the present invention will be described with reference to the drawings.

[Embodiment 1]
FIG. 1 schematically shows a system configuration of a vehicle on which Embodiment 1 of the battery control apparatus according to the present invention is mounted. FIG. 2 schematically shows the internal configuration of the alternator (generator) shown in FIG.

As shown in FIG. 1, an engine 101 is mounted on a vehicle 100, and driving force obtained by the engine 101 is transmitted to driving wheels 104 via a transmission 102 and a differential mechanism 103. .

Further, a starter motor 105 as a starting device is assembled to the engine 101, and an alternator 106 is connected via a drive belt 107. More specifically, the crankshaft 101a of the engine 101 is connected to the crankshaft 106a of the alternator 106 via a winding transmission mechanism including a drive belt 107 and a pulley (not shown) as components, and the alternator 106 is The engine 101 is driven to rotate in accordance with the rotation of the crankshaft 101a to generate electric power. The starter motor 105 and the alternator 106 are connected to a lead battery (battery) 108 for supplying power, and the starter motor 105, the alternator 106, and the engine 101 are controlled by a controller (control device) 111. Is communicably connected.

As shown in FIG. 2, the alternator 106 mainly includes a stator coil 201 wound around a stator (not shown), a field coil 202 wound around a rotor (not shown) arranged inside the stator, and a rectifier. 203. The stator coil 201 is composed of a three-phase coil. The stator coil 201 generates a three-phase AC induced current, and the generated induced current is converted into a DC current by the rectifier 203 and output from the alternator 106. ing.

Further, the alternator 106 has an adjustment function for adjusting the generated voltage and a stop function for stopping the generated output.

Specifically, the alternator 106 has a regulator 204 that adjusts the generated voltage. The regulator 204 is, for example, an IC type attached to the alternator 106. For example, a power transistor, a power MOS-FET (Metal / Oxide / Semiconductor / -Field / Effect / Transistor), an insulated gate bipolar transistor (IGBT: Insulated / Gate Bipolar Transistor), etc. And a drive circuit 206 using a switch 205 using a semiconductor element for electric power represented by

The drive circuit 206 of the regulator 204 performs PWM control for adjusting the DUTY ratio based on the generated voltage command signal (DUTY signal as the drive signal) transmitted from the controller 111.

The regulator 204 switches the switch 205 based on the signal output from the drive circuit 206 to energize the field coil 202. More specifically, the regulator 204 controls the current flowing to the field coil 202 by repeatedly switching the switch 205 to an on state or an off state via the drive circuit 206. By adjusting the current flowing to the field coil 202 in this way, the regulator 204 changes the voltage induced in the field coil 202, increases the output voltage generated in the stator coil 201, and changes the power generation voltage of the alternator 106. Let Note that the current flowing to the field coil 202 increases in proportion to the DUTY ratio of the generated voltage command signal (DUTY signal as a drive signal) transmitted from the controller 111 to the drive circuit 206 of the regulator 204. When the DUTY ratio of the DUTY signal increases and the current flowing to the feed coil 202 increases, the output voltage generated in the stator coil 201 also increases and the power generation voltage of the alternator 106 increases.

The alternator 106 only needs to change the generated voltage in accordance with the change in the DUTY ratio of the DUTY signal as a drive signal transmitted to the drive circuit 206 of the regulator 204. For example, the DUTY signal can be changed using an appropriate inverting circuit. The relationship between the change in the DUTY ratio and the increase / decrease in the generated voltage of the alternator 106 may be reversed. Further, the drive circuit 206 of the regulator 204 is omitted, the controller 111 performs PWM control on the switch 205, and the switch 205 is switched by transmitting a DUTY signal as a drive signal directly from the controller 111 to the switch 205. May be.

For example, the regulator 204 may be configured to set the power generation voltage of the alternator 106 in at least two stages (for example, 14.5 V and 12.8 V), or the power generation voltage of the alternator 106 within a predetermined range (for example, 10.6 to It is good also as a structure (it is called a linear regulator) set continuously in the range of 15.5V. Here, the generated voltage of the alternator 106 is preferably set to at least two stages of voltage including a relatively high voltage and a relatively low voltage close to the voltage of the lead battery 108. In particular, the generated voltage of the alternator 106 is When setting the voltage close to the voltage of the lead battery 108, it is desirable to change the set voltage according to the charge rate of the lead battery 108. The reason is that the power generation output of the alternator 106 is suppressed, and if the potential difference between the power generation voltage of the alternator 106 and the voltage of the lead battery 108 is small, the charging of the lead battery 108 by the alternator 106 is suppressed, and the power generation of the alternator 106 is suppressed. This is because the drive torque of the alternator 106 generated by the above is reduced, and the load on the engine 101 is reduced.

The vehicle 100 shown in FIG. 1 further includes a power generation control mechanism and an idling stop mechanism.

Here, the power generation control mechanism is, for example, a regenerative system that converts kinetic energy into electric energy by the alternator 106 and actively regenerates and absorbs the kinetic energy when the vehicle 100 shifts to an inertia traveling state or a decelerating traveling state. In addition, when acceleration is requested from the driver or when driving at a constant speed, the regulator 204 of the alternator 106 is controlled as described above to reduce the power generation voltage of the alternator 106 or stop the power generation output of the alternator 106 to reduce the load on the engine 101. A mechanism that includes a mitigating system.

In addition, the idling stop mechanism is to automatically stop the engine 101 when the vehicle 100 is temporarily stopped to reduce fuel consumption, and the driver starts the vehicle 100 with the engine 101 stopped. When a sign to be detected is detected, the starter motor 105 is quickly driven to automatically restart the engine 101. Note that when the engine 101 is automatically stopped by the idling stop mechanism, the alternator 106 is also stopped.

In addition to the alternator 106 and the starter 105 described above, various in-vehicle devices 109 are connected to the lead battery 108 of the vehicle 100.

The in-vehicle device 109 is a device that is driven by electric power supplied from the alternator 106 and the lead battery 108. For example, the headlight 112, the direction indicator 113, the electric heater 114, the blower fan 115, the multimedia system 116, the navigation system 117, Each device that includes a camera 118, a radar 119, a communication module 120, and the like and that constitutes the in-vehicle device 109 is connected to the controller 111 so as to be communicable. An appropriate method or standard is selected as a communication method or communication standard used for communication within the vehicle 100 or communication with the outside by the communication module 120.

Among the in-vehicle devices 109 described above, in particular, the navigation system (own vehicle position detection device or own vehicle position estimation device) 117 includes, for example, parking lot intrusion information, destination information and use base information, and estimation to the destination and use base. Various information such as the remaining travel time is transmitted to the controller 111.

Further, the camera (external recognition device) 118 uses, for example, a method such as pattern matching, detects the parking area of the parking lot, the use base of the own vehicle, and the like from the image information obtained by imaging, and detects the detected parking. The section information and the use base information are transmitted to the controller 111.

Further, the radar (external recognition device) 119 is a parking assistance system or an automatic parking system that combines the acquisition of the surrounding environment information of the vehicle 100 and the image acquisition by the camera 118, for example, a preceding vehicle, an obstacle, or the side when the vehicle 100 is traveling. It is a device used in a security system provided by acquiring ambient environment information of the vehicle 100 represented by a vehicle traveling on the other side, and transmits various types of information used in those systems to the controller 111. As a security system, for example, when it is determined that the relative speed between the host vehicle and the preceding vehicle exceeds a predetermined value and the host vehicle may collide with the preceding vehicle without being decelerated, the safety system automatically For example, a system that applies a brake.

The communication module (external communication device) 120 is a device that receives various types of information from the outside of the host vehicle through appropriate communication means. For example, the main use base (for example, home or company) of a parking lot or the host vehicle. Receives facility information, use base information, traffic congestion information provided from a wide area, rescue information for requesting rescue in the event of an accident, etc. The received various information is transmitted to the controller 111, the multimedia system 116, and the navigation system 117.

Further, the vehicle 100 includes a gear shift sensor 121, a steering angle sensor 122, an accelerator pedal sensor 123, a brake pedal sensor 124, a vehicle speed sensor 127, an ignition switch 125, and a parking assistance system switch 126. They are communicably connected to the controller 111, and are detected signals detected by a gear shift sensor 121, a steering angle sensor 122, an accelerator pedal sensor 123, a brake pedal sensor 124, a vehicle speed sensor 127, an ignition switch 125, and a parking assist system switch. The operation signal 126 is transmitted to the controller 111.

The lead battery 108 of the vehicle 100 includes, for example, a voltage sensor that measures the voltage of the lead battery 108, a current sensor that measures the inflow / outflow current of the lead battery 108, a temperature sensor that measures the temperature of the lead battery 108, and the like. A battery state detection device 110 is attached.

The battery state detection device 110 measures information on the battery state such as the voltage, current, and temperature of the lead battery 108, and determines the charge state (for example, charge rate and charge amount) and deterioration state of the lead battery 108 based on the measurement result. The estimation result is transmitted to the controller 111. Note that the battery state detection device 110 includes, for example, a microcomputer for calculation for estimating the charge rate of the lead battery 108, calculation results of the microcomputer, and information on the battery state such as voltage, current, and temperature of the lead battery 108. A memory or the like that stores the memory after the activation state of 100 may be installed. Further, the battery state detection device 110 transmits measurement results such as the voltage, current, and temperature of the lead battery 108 to the controller 111, and the controller 111 detects the lead battery 108 based on the measurement results transmitted from the battery state detection device 110. You may estimate a charge condition or a deterioration state.

Here, as a method for estimating the state of charge of the lead battery 108, an appropriate method can be applied. As an example, for example, the no-load voltage (charge voltage in the no-load state) and the charge of the lead battery 108 are charged. A method of estimating the charging rate (SOC) from the voltage measurement result of the lead battery 108 using a linear relationship with the rate (see FIG. 3) can be mentioned. As another example of the estimation method, the no-load voltage and current of the lead battery 108 immediately before starting the engine 101 are measured using a large current flowing through the starter motor 105 when the engine 101 is started. The discharge resistance of the lead battery 108 is calculated from the voltage measurement result of the lead battery 108 in the battery, and the relationship between the measurement result and the calculation result, the no-load voltage of the lead battery 108, the discharge resistance, and the charge rate measured in advance by experiments (FIG. 4, a method for estimating the charge rate (SOC) of the lead battery 108 using a no-load voltage-discharge resistance-charge rate map).

The battery charge rate (SOC: State ： of Charge) is a value indicating the amount of battery electricity that can be discharged with respect to the design battery capacity (also called nominal capacity or design capacity). This is a value obtained by dividing the amount of discharged electricity measured when the battery is discharged at the time by the designed battery capacity. For example, when the lead battery 108 has a nominal capacity of 50 Ah and the lead battery 108 can discharge 40 Ah in a certain charged state, the charge rate of the lead battery 108 is 0.8.

In the estimation method described above, the charge rate of the lead battery 108 is estimated using the measurement result of the no-load voltage of the lead battery 108. However, the engine 101 is started and the alternator 106 is driven, and the in-vehicle device 109 is driven. Under such circumstances, it is difficult to precisely measure the no-load voltage of the lead battery 108 by discharging from the lead battery 108 or charging the lead battery 108. In such a case, for example, the charging / discharging current (charge / discharge current) of the lead battery 108 measured by a current sensor provided in the battery state detection device 110 is integrated over time, and the charge obtained when the engine 101 is started is calculated. The charging rate of the lead battery 108 is estimated by sequentially updating the rate. When the charging rate is estimated by such a method, in order to improve the estimation accuracy, an operation other than integration may be performed, or a mathematical process such as a Kalman filter may be performed.

Further, as a method for estimating the deterioration state of the lead battery 108, an appropriate method can be applied, and an example thereof is a method of estimating from the measurement result of the discharge resistance of the lead battery 108. When the deterioration state is estimated from the measurement result of the discharge resistance of the lead battery 108, for example, the discharge resistance increase rate increases in accordance with the progress of deterioration of the lead battery 108 (decrease in the discharge capacity ratio of the lead battery 108) ( 5), the discharge resistance of the battery in a new state when the battery is replaced is recorded in advance, and the recorded discharge resistance is compared with the discharge resistance of the battery every time the engine 101 is started. It is determined that the lead battery 108 has deteriorated when the calculated discharge resistance increase rate exceeds a predetermined determination threshold. When it is determined that the lead battery 108 has deteriorated by such a method, the use of the power generation control mechanism or the idling stop mechanism is restricted, or a warning requesting the driver or the like to replace the lead battery 108 is given. May be performed. Here, the rate of increase in discharge resistance is a value obtained by dividing the discharge resistance of a deteriorated battery by the discharge resistance of a new battery at the time of battery replacement, and the discharge capacity ratio is from the full charge of the deteriorated battery. Is a value obtained by dividing the discharge capacity by the discharge capacity of a new battery at the time of battery replacement.

The relationship shown in FIGS. 3, 4 and 5 referred to in the description of the method for estimating the charged state and the deteriorated state of the lead battery 108 is based on the results of experiments conducted by the inventors on the lead battery. The relationship between the charge rate and the no-load voltage, the relationship between the no-load voltage, the discharge resistance and the charge rate, the relationship between the discharge capacity ratio and the discharge resistance increase rate, etc. vary depending on, for example, the characteristics of the lead battery.

FIG. 6 shows, in time series, an example of the charge rate of the lead battery, the output signal of the vehicle speed sensor, the output signal of the accelerator pedal sensor, and the output signal of the brake pedal sensor in the vehicle shown in FIG.

When the controller 111 determines that the vehicle 100 is in an accelerated running state based on the output signal of the accelerator pedal sensor 123, the controller 111 adjusts the generated voltage of the alternator 106 so that the generated voltage of the alternator 106 is equal to the voltage of the lead battery 108, The charging current output from the alternator 106 is decreased.

That is, when the controller 111 determines that there is an acceleration request from the driver or the like based on the output signal of the accelerator pedal sensor 123, the controller 111 reduces the charging current output from the alternator 106 to reduce the load on the alternator 106, and The driving force is distributed to the acceleration side of the vehicle 100, and the electric power stored in the lead battery 108 is supplied to the in-vehicle device 109. As a result, the charging rate of the lead battery 108 decreases (time t10 to t11, t12 to t13, t14 to t15, t16 to t17 in FIG. 6).

On the other hand, when the controller 111 determines that the accelerator pedal is returned by the output signal of the accelerator pedal sensor 123 and the vehicle 100 is in the inertia running state, or the brake pedal is depressed by the output signal of the brake pedal sensor 124, the vehicle 100. Is determined to be in a decelerating running state, the power generation voltage of the alternator 106 is changed so that the power generation voltage of the alternator 106 is higher than the voltage of the lead battery 108, and the charging current output from the alternator 106 is increased. .

Thus, for example, during coasting or deceleration, the power generation voltage of the alternator 106 is set relatively high, and the charging current output from the alternator 106 is increased, thereby increasing the load on the alternator 106 and reducing the kinetic energy. The kinetic energy is converted to electric energy and regenerated and absorbed, and the lead battery 108 is charged to increase the charging rate of the lead battery 108 (in FIG. 6, times t11 to t12, t13 to t14, t15 to t16). , T17 to t18).

Here, the generated voltage of the alternator 106 may be the same or different between the inertial traveling state in which the accelerator pedal is returned and the decelerating traveling state in which the brake pedal is depressed. That is, the controller 111 determines whether the vehicle 100 is in an inertia traveling state or in a decelerating traveling state using a brake based on the output signals of the accelerator pedal sensor 123 and the brake pedal sensor 124, and the determination result is Based on this, the generated voltage of the alternator 106 may be changed. Because the deceleration required by the driver is different between the coasting state where the accelerator pedal is released and the deceleration traveling state where the brake pedal is depressed, the deceleration required by the driver is considered to be relatively large. The kinetic energy that is regenerated and absorbed can be further increased by making the power generation voltage of the alternator 106 relatively high (relatively large power generation load of the alternator 106) in a decelerated running state by the brake operation.

When the vehicle speed detected by the vehicle speed sensor 127 becomes 0 and the vehicle 100 stops temporarily, the engine 101 and the alternator 106 are stopped by the idling stop mechanism (time t18 in FIG. 6). When engine 101 is not restarted by the idling stop mechanism, lead battery 108 is discharged until the charging rate reaches SMin, which is the lower limit (time t18 to t20 in FIG. 6). Here, the lower limit value SMin of the charging rate of the lead battery 108 is a charging rate at which the voltage of the lead battery 108 does not significantly decrease even when a large current is discharged when the engine 101 is restarted.

Between time t18 and t20, the charging rate of the lead battery 108 changes according to the timing when the start state of the vehicle 100 is stopped by turning off the ignition switch (also referred to as start switch) 125. If the lead battery 108 is left for a long time with a low charging rate as described above, the lead sulfate deposited on the positive electrode and the negative electrode by the discharge reaction changes to lead or lead oxide even if the lead battery is charged. The degree of progress of deterioration of the lead battery 108 changes according to the amount of lead sulfate deposited on the positive electrode and the negative electrode due to the discharge reaction, that is, according to the charge rate of the lead battery 108. Specifically, after the vehicle 100 is stopped in the start-up state, the charging rate of the lead battery 108 decreases as time elapses from time t18 (for example, full charge) to time t19, and further from time t19 to time t20. Degradation is accelerated.

Therefore, in the first embodiment, as shown in FIG. 1, the controller 111 mounted on the vehicle 100 includes a start / stop timing estimation unit 130 and a charge rate adjustment unit 131, and the start / stop timing estimation unit 130. Thus, the driver or the like operates the ignition switch 125 from the on state to the off state to estimate the start / stop time at which the start state of the vehicle 100 is stopped, and the charging rate adjustment unit 131 estimates the estimation result of the start / stop time estimation unit 130. The charge rate of the lead battery 108 is adjusted based on the above. More specifically, the controller 111 causes the start / stop timing estimation unit 130 to turn off the ignition switch 125 after the driver causes the vehicle 100 to enter the parking lot and park it in a predetermined parking area. The start stop time for stopping the start state is estimated using information (for example, parking lot intrusion information) provided from the navigation system 117. In addition, the controller 111 controls the power generation voltage of the alternator 106, the idling stop mechanism, the power consumption of the in-vehicle device 109, and the like based on the estimation result of the start / stop timing estimation unit 130 by the charge rate adjustment unit 131 to control the lead battery 108. Increase charge rate.

FIG. 7 shows an example of the charge rate of the lead battery when the vehicle shown in FIG. 1 is parked, the generated voltage of the alternator, the output signal of the vehicle speed sensor, the idling stop prohibition flag, and the in-vehicle device power consumption restriction mode flag in time series. It is shown.

As shown in the figure, when the vehicle 100 is traveling in a normal traveling state (time t21 to t22) or when the vehicle 100 is temporarily stopped without entering the parking lot (time t22 to t24). The vehicle 100 is controlled using a power generation control mechanism and an idling stop mechanism, which are fuel efficiency improvement technologies.

Specifically, from time t21 to t22, the vehicle 100 is cruising at a substantially constant speed, and the charging rate of the lead battery 108 is within the range of SMin, which is the lower limit value, and SMax, which is the upper limit value. Transmits a generated voltage command signal corresponding to the voltage S0 at which the load of the alternator 106 is minimized to the regulator 204 of the alternator 106, the generated voltage of the alternator 106 is set to the voltage S0, and the charge rate of the lead battery 108 Decreases within the range of SMin and SMax. Note that the lower limit value SMin of the charging rate of the lead battery 108 is preferably set within a range of 0.75 to 0.99, and is preferably set within a range of 0.80 to 0.95. Further, the upper limit value SMax of the charging rate of the lead battery 108 is at least larger than the lower limit value SMin, and is preferably set to 1.0. The upper limit value SMax may be set to a value smaller than 1.0 (for example, 0.9 or 0.95) or a value larger than 1.0 (for example, 1.1 or 1.2). , 1.0 is desirably 1.2 or less when set to a value larger than 1.0.

From time t22 to t23, the vehicle 100 is in a decelerating running state, and the controller 111 transmits a generated voltage command signal corresponding to the voltage S2 higher than the voltage S0 to the regulator 204 of the alternator 106, and the generated voltage of the alternator 106 is changed. The voltage S2 is set, the lead battery 108 is rapidly charged, and the charging rate increases within the range of SMin and SMax.

From time t23 to t24, when the vehicle 100 stops for a predetermined time, the engine 101 is stopped by the idling stop mechanism, the alternator 106 is also stopped, and the charge rate of the lead battery 108 decreases within the range of SMin and SMax. . Thereafter, at time t24, a sign that the vehicle 100 starts is detected, the engine 101 is restarted by the idling stop mechanism, and the vehicle 100 is detected to enter the parking lot (or the vehicle 100 has entered the parking lot). The vehicle 100 accelerates and cruises until predicted time t25. At that time, the controller 111 transmits again the generated voltage command signal corresponding to the voltage S0 to the regulator 204 of the alternator 106, the generated voltage of the alternator 106 is set to the voltage S0, and the load on the alternator 106 is minimized. Thus, the charging rate of the lead battery 108 gradually decreases within the range of SMin and SMMax.

That is, when the charge rate of the lead battery 108 is within the range of SMin and SMax, when charging the lead battery 108, the controller 111 has a relatively high value relative to the regulator 204 of the alternator 106. The generated voltage command signal is transmitted, and the PWM signal of the drive circuit 206 is adjusted in the increasing direction of the DUTY ratio. On the other hand, when the charging of the lead battery 108 is suppressed, the controller 111 transmits a relatively low power generation voltage command signal to the regulator 204 of the alternator 106, and converts the PWM signal of the drive circuit 206 into the DUTY ratio. Adjust in the decreasing direction.

When the vehicle 100 enters the parking lot at time t25 (or when the vehicle 100 is predicted to enter the parking lot), the navigation system 117 sends the parking lot entry information to the controller 111 (for example, the parking lot entry timing of the vehicle 100). And information such as predicted parking lot entry time). For example, when the navigation system 117 uses the map information stored therein and determines that the position of the vehicle 100 is on the parking lot site position, the navigation system 117 transmits the parking lot entry information to the controller 111. When the parking lot approach information is transmitted from the navigation system 117, the controller 111 estimates that the activation state of the vehicle 100 will eventually be stopped, and sets the voltage S1 (S2 ≧ S1> S0) to the regulator 204 of the alternator 106. A corresponding power generation voltage command signal is transmitted, the power generation voltage of the alternator 106 is set to the voltage S1, and the lead battery 108 is charged while traveling in the parking lot with the vehicle 100. As a result, although the power generation load of the alternator 106 increases and the fuel efficiency of the vehicle 100 decreases, the controller 111 estimates in advance that the startup state of the vehicle 100 is stopped by the driver or the like, and the startup state of the vehicle 100 The charging rate of the lead battery 108 can be adjusted to a desired state (a state suitable for storage) before the battery is stopped.

In addition, the controller 111 sets an idling stop prohibition flag for the idling stop mechanism when the vehicle 100 enters the parking lot at time t25 (or when the vehicle 100 is predicted to enter the parking lot). . Thus, for example, when the vehicle 100 cruises in the parking lot from time t25 to t26, decelerates in the parking lot from time t26 to t27, and temporarily stops at time t27 to t28 (for example, with other vehicles in the parking lot) Even if the vehicle stops to avoid a collision or the vehicle stops before starting the parking operation), the automatic stop of the engine 101 by the idling stop mechanism is prohibited, and the alternator 106 of the automatic stop of the engine 101 Since the stop is suppressed, the power generation voltage of the alternator 106 can be maintained at the voltage S1, and the lead battery 108 can be efficiently charged while avoiding a reduction in the charging opportunity of the lead battery 108. Note that at times t26 to t27 when the vehicle 100 decelerates in the parking lot, the power generation voltage of the alternator 106 may be set to the normal voltage S2, and the lead battery 108 may be charged more rapidly.

When the vehicle 100 is moved to a desired parking area in the parking lot from time t25 to t27, the vehicle 100 is temporarily stopped from time t27 to t28, and when the driver starts a predetermined parking operation at time t28, the parking operation is performed. The parking operation information regarding is transmitted to the controller 111. For example, when a driver operates the direction indicator 113 to turn on a hazard lamp, or when a parking area is detected by pattern matching or the like based on image information of the camera 118, the direction indicator 113 or the camera 118 transfers to the controller 111. The parking operation information is transmitted, and the controller 111 determines that the driver starts the parking operation of the vehicle 100 based on the information.

When the controller 111 determines that the driver has started the parking operation of the vehicle 100 at time t28, the controller 111 sets an in-vehicle device power consumption restriction mode flag for the in-vehicle device 109. Specifically, the controller 111 stops driving of comfort devices such as the electric heater 114 and the blower fan 115 except for a safety device such as the headlight 112 in the in-vehicle device 109, or consumes the comfort device. The in-vehicle device power consumption restriction mode flag for suppressing power is set, and the driver or the like is notified via the multimedia system 116 that the in-vehicle device 109 is in the in-vehicle device power consumption restriction mode. Examples of the multimedia system 116 include a display device or lamp attached to an audio or video monitor, a console panel, a meter, or the like. The user is notified that the in-vehicle device power consumption restriction mode is set.

Thus, for example, the engine 101 is automatically stopped by the idling stop mechanism from when the driver starts the parking operation of the vehicle 100 at time t28 until the start-up state of the vehicle 100 is stopped by turning off the ignition switch 125 at time t29. In addition to being prohibited, the power consumption of the in-vehicle device 109 is reduced and the discharge of the lead battery 108 is suppressed. Therefore, it is possible to further promote the charging of the lead battery 108 while maintaining the power generation voltage of the alternator 106 at the voltage S1. it can. Therefore, the charging rate of the lead battery 108 when the starting state of the vehicle 100 is stopped by the operation of the ignition switch 125 to the off state at time t29 can be efficiently increased to a desired charging rate. Even when the lead battery 108 is parked and left unattended, deterioration of the lead battery 108 can be suppressed.

If the charging rate of the lead battery 108 reaches the upper limit value SMax or a charging rate suitable for storage of the lead battery 108 before the start-up state of the vehicle 100 is stopped, charging of the lead battery 108 is stopped. The inventors have confirmed that the charging rate suitable for storage of the lead battery 108 is within the range of 0.93 to 0.95 at the time of stopping the start-up state of the vehicle 100 by turning off the ignition switch 125. ing.

Here, the above-described in-vehicle device power consumption restriction mode may be arbitrarily canceled by, for example, a driver's switch operation or the like. In addition, in the in-vehicle device power consumption restriction mode, for example, when driving of comfort devices such as the electric heater 114 and the blower fan 115 is stopped, the air conditioning set temperature in the cabin of the vehicle 100 and the actual temperature in the cabin are greatly different. If it is determined that passenger comfort is impaired, the controller 111 may automatically cancel the passenger comfort.

By the way, as described above, when estimating the start / stop time at which the start state of the vehicle 100 is stopped using the information provided from the navigation system 117, the start state of the vehicle 100 at the start / stop time estimated by some factor. May not be stopped, or the start state of the vehicle 100 may be stopped before the estimated start / stop timing, and the lead battery 108 may not be adjusted to a desired charge rate.

Therefore, in the former case (when the start state of the vehicle 100 is not stopped at the estimated start / stop timing), when the vehicle 100 is started after a predetermined time has elapsed from the start / stop timing, for example, lead When the charging rate of the lead battery 108 is estimated by the battery state detection device 110 attached to the battery 108 and the estimated charging rate of the lead battery 108 reaches a desired charging rate and a predetermined time elapses, the lead battery The lower limit value SMin of the charging rate of 108 is changed to a value close to the desired charging rate within the range of the above SMin and SMax, the idling stop prohibition flag and the in-vehicle device power consumption restriction mode flag are canceled, and the normal idling stop mechanism It is desirable to return to the control of the vehicle 100 using.

On the other hand, in the latter case (when the start state of the vehicle 100 is stopped before the estimated start / stop timing and the lead battery 108 is not adjusted to a desired charging rate), for example, a multi-vehicle mounted on the vehicle 100 is used. The charging rate of the lead battery 108 is displayed via the media system 116, and the recommended start / stop time and the time from the current time to the start / stop time are notified to the driver or the like. In addition, when a user such as a driver allows the engine 101 to be driven even after the ignition switch 125 is turned off, the engine 101 and the alternator 106 are continuously driven after the ignition switch 125 is turned off, Charging may be continued.

In the above-described embodiment, when the vehicle 100 enters the parking lot and the parking lot entry information is transmitted from the navigation system 117 to the controller 111 (time t25), the controller 111 eventually stops the activation state of the vehicle 100. In the above description, the lead battery 108 is charged by setting the power generation voltage of the alternator 106 to the voltage S1. For example, in order to increase the estimation accuracy of the start / stop timing of the vehicle 100 by the controller 111, driving is performed. The controller 111 estimates that the activation state of the vehicle 100 will be stopped at some point when it is determined that the person has started the parking operation of the vehicle 100 (time t28) or when the parking area in the parking lot is detected by the camera 118 or the like. The lead battery 108 is charged by adjusting the power generation voltage of the alternator 106. Good.

Moreover, in embodiment mentioned above, in order to ensure the electric power of the vehicle equipment 109 at the time of the vehicle 100 driving | running | working in a parking lot, when it determines with the driver | operator having started the parking operation of the vehicle 100 (time t28), The controller 111 sets the in-vehicle device power consumption restriction mode flag for the in-vehicle device 109. For example, in order to charge the lead battery 108 more rapidly, the parking system entry information from the navigation system 117 to the controller 111 is described. The controller 111 may set the in-vehicle device power consumption restriction mode flag for the in-vehicle device 109 at the time (time t25) at which is transmitted.

[Embodiment 2]
FIG. 8 schematically illustrates the relationship between the estimated remaining travel time and the charging start time of the battery when the vehicle equipped with the battery control device according to the second embodiment of the present invention moves to the destination or use base. Is. FIG. 9 shows the relationship between the desired charge rate of the battery, the difference between the current charge rate and the estimated remaining travel time.

The battery control device according to the second embodiment is different from the battery control device according to the first embodiment described above in that information used when estimating the start / stop timing of the vehicle 100 is different. It is the same as that of the control apparatus of 1 battery. Therefore, the detailed description of the same configuration as the battery control device of the first embodiment is omitted.

In the second embodiment, for example, various information such as destination information and use base information provided from the navigation system 117, estimated remaining travel time to the destination or use base, and estimated remaining travel distance to the destination or use base. The start / stop timing of the vehicle 100 is estimated using various information provided from the communication module 120.

Among the in-vehicle devices 109, the navigation system 117 includes, for example, destination information set for route guidance of the vehicle 100, route learning results based on the travel history of the vehicle 100, bases used (for example, home and company locations, other than that) Based on the registration information of the parking lot location, etc.), the destination information, the base information, the estimated remaining travel time to the destination and the base based on the proximity to the destination and base, the estimated remaining travel distance, etc. 111.

Specifically, for example, when the remaining travel distance calculated by the navigation system 117 is equal to or less than a predetermined value (for example, 1 km to 10 km), the navigation system 117 determines a predetermined distance (for example, 1 km to When the host vehicle enters the range of 10 km), the destination information and the use base information are transmitted to the controller 111. Further, as shown in FIG. 8, the navigation system 117 transmits the estimated remaining travel time to the controller 111, for example, when the estimated remaining travel time becomes equal to or less than a predetermined value (for example, 5 to 15 minutes).

When the controller 111 receives the destination information, use base information, estimated remaining travel time, and the like transmitted from the navigation system 117, the controller 111 estimates that the activation state of the vehicle 100 is stopped by the driver or the like, and the activation state of the vehicle 100 The lead battery 108 is charged before the battery is stopped, and the charge rate of the lead battery 108 is adjusted to a desired state (a state suitable for storage). At that time, the controller 111 may set an idling stop prohibition flag for the idling stop mechanism or may set an in-vehicle device power consumption restriction mode flag for the in-vehicle device 109.

Here, the predetermined value set for transmitting the destination information and the use base information from the navigation system 117 to the controller 111, the predetermined distance, and the predetermined value set for transmitting the estimated remaining travel time are: You may change suitably based on the information regarding the charge state of the battery detected by the battery state detection apparatus 110. FIG. That is, as shown in FIGS. 8 and 9, the difference between the current charge rate of the lead battery 108 detected by the battery state detection device 110 and the desired charge rate is large, and the lead battery 108 is charged to the desired charge rate. When it is assumed that the time required to do this will be long, the predetermined value or the predetermined distance may be set to a relatively long time or a relatively long distance. For example, if the difference between the current charge rate of the lead battery 108 and the desired charge rate is 0.05, the predetermined value set for transmitting the estimated remaining travel time is set to 5 minutes, When the difference between the charge rate of the lead battery 108 and the desired charge rate is 0.10, the predetermined value set for transmitting the estimated remaining travel time is set to 10 minutes, and the current lead battery 108 When the difference between the charging rate and the desired charging rate is 0.15, the predetermined value set for transmitting the estimated remaining travel time is set to 15 minutes, and lead according to the charging rate of the lead battery 108 You may change the time which starts charge of the battery 108 (namely, charge rate adjustment start time which starts adjustment of the charge rate of the lead battery 108).

By the way, for example, in normal commuting and shopping, there are very few cases where the driver inputs destination information to the navigation system 117 and uses it. Therefore, the navigation system 117 can calculate the estimated remaining travel time to the destination and the use base without the driver inputting the destination information to the navigation system 117.

Specifically, when the activation state of the vehicle 100 is stopped again within a predetermined range (for example, within 50 m) from the point where the activation state of the vehicle 100 was stopped in the past, the periphery of the vehicle 100 is a use base of the vehicle 100 ( For example, there is a high possibility that it is a home, a company location, or a parking lot location other than that. The navigation system 117 stores the position information where the activation state of the vehicle 100 is stopped by the turning-off operation of the ignition switch 125 for the past several times (for example, the past 20 times), and points where the vehicle 100 frequently appears in the stored position information. Based on the estimated use base of the vehicle 100, the estimated remaining travel time on the shortest route to the use base of the vehicle 100 is calculated. Note that the navigation system 117 determines that the calculated estimated remaining travel time is less than or equal to a predetermined value (for example, 10 minutes) or within a predetermined distance (for example, 5 km) from the estimated use base of the vehicle 100. When the vehicle enters, the estimated remaining travel time, estimated remaining travel distance, destination information, use base information, etc. are transmitted to the controller 111. The controller 111 transmits destination information and use base information transmitted from the navigation system 117. When the estimated remaining travel time, estimated remaining travel distance, and the like are received, the lead battery 108 is charged to adjust the charge rate of the lead battery 108 to a desired state (a state suitable for storage).

The navigation system 117 refers to points where the starting state of the vehicle 100 has been stopped in the past, and is within a predetermined distance (for example, 5 km) from the use base of the vehicle 100 where all or almost all of those points are estimated. The range of use of the vehicle 100 by a driver or the like is limited, and the predetermined distance is reduced to ensure a range in which the control of the vehicle 100 using a normal idling stock mechanism is performed. It is desirable to do.

On the other hand, the communication module 120 of the in-vehicle device 109 includes, for example, facility information transmitted from a transmission antenna device provided at a destination facility, guidance information such as parking guidance, and the like in a parking lot provided from a parking lot. The parking section guidance information for guiding the vacant parking section is received and transmitted to the controller 111 when the information is received. When the controller 111 receives the information transmitted from the communication module 120, the controller 111 estimates that the start state of the vehicle 100 is stopped by a driver or the like, and charges the lead battery 108 before the start state of the vehicle 100 is stopped. Then, the charge rate of the lead battery 108 is adjusted to a desired state (a state suitable for storage).

As described above, information provided from the navigation system 117 (for example, destination information and use base information, estimated remaining travel time to the destination and use base, etc.) and information provided from the communication module 120 are used. When estimating the start / stop time for stopping the start state of the vehicle 100, when the start state of the vehicle 100 is not stopped at the start / stop time estimated for some reason, or when the vehicle 100 arrives at the main use base or destination. Eventually, the case where the activation state of the vehicle 100 is not stopped may occur.

Therefore, for example, when a predetermined time (for example, 5 minutes or more or 10 minutes or more) has elapsed from the estimated start / stop timing, or for a predetermined time (for example, 5 minutes or more or 10 minutes after arrival at the main use base or destination). When the vehicle 100 is activated), when a predetermined time (for example, 3 minutes or more, 5 minutes or more) has elapsed since the charging rate of the lead battery 108 reaches a desired charging rate, the vehicle 100 When the vehicle travels through the base or destination and travels as it is and the vehicle speed reaches a predetermined value or higher (for example, a predetermined value within a range of 5 km / h to 40 km / h), the charge rate of the lead battery 108 is desired. The control for adjusting the charging rate of the vehicle may be stopped, the idling stop prohibition flag and the in-vehicle device power consumption restriction mode flag may be canceled in some cases, and the control may be returned to normal vehicle 100 control.

[Embodiment 3]
The battery control device of the third embodiment is different from the battery control device of the first and second embodiments described above in that the information used when estimating the start / stop timing of the vehicle 100 is different. This is the same as the battery control device of the first and second embodiments. Therefore, the detailed description of the same configuration as the battery control device of the first and second embodiments is omitted.

In the third embodiment, the start / stop timing of the vehicle 100 is estimated mainly using image information obtained from the camera 118.

The camera 118 in the in-vehicle device 109 detects a boundary line indicating the parking area drawn in the parking lot from the image information obtained by imaging, and transmits the parking area information to the controller 111. When the controller 111 receives the parking area information transmitted from the camera 118, the controller 111 preliminarily estimates that the vehicle 100 is parked in the parking area by the driver or the like and the activation state of the vehicle 100 is stopped. The lead battery 108 is charged before the battery is stopped, and the charge rate of the lead battery 108 is adjusted to a desired state (a state suitable for storage).

In addition, the camera 118 extracts the amount of information characteristic of the vehicle (for example, the shape and color of a headlight, tail lamp, box-shaped vehicle shape, license plate, etc.) from the image information obtained by imaging, It is determined whether there is a parked vehicle in the vehicle, and based on the determination result, it is determined whether the host vehicle has entered the parking lot, and the determination is made when it is determined that the host vehicle has entered the parking lot. A result (parking lot approach information) may be transmitted to the controller 111. At that time, if the camera 118 can acquire not only visible light information but also infrared light information, the temperature of the vehicle in the image is measured using a two-color method or the like from two wavelengths of visible light and infrared light. Then, when a large number of vehicles (which are different from a vehicle traveling in a traffic jam) are detected in the image, it may be determined that the host vehicle has entered the parking lot. Also, since the exhaust gas discharged from the tail pipe of an automobile is relatively high compared to the ambient temperature, the temperature around the tail pipe of the vehicle in the image is measured, and the temperature measurement result and the engine of the host vehicle are measured. When the difference with the intake air temperature is larger than the predetermined value, it is determined that the vehicle in the image is in the activated state. When the difference between the temperature measurement result and the engine intake air temperature of the own vehicle is smaller than the predetermined value, It may be determined that the vehicle in the image is in the start-stop state and the host vehicle has entered the parking lot.

Further, the camera 118 extracts a plurality of feature points from image information in the vicinity of the previous point where the activation state of the vehicle 100 was stopped or the previous point where the activation state of the vehicle 100 was stopped, and extracted. When an image having a feature point that matches the detected feature point is captured, it may be determined that the vehicle 100 has reached or approached the main use base, and the use base information may be transmitted to the controller 111. Note that image information in the vicinity of the previous point where the activation state of the vehicle 100 was stopped or in the vicinity of the previous point where the activation state of the vehicle 100 was stopped is, for example, at the point where the ignition switch 125 is turned off. Image information, for example, image information at a point where a gear shift sensor 121 detects a gear shift to a reverse range or a back gear, a captured image that is a predetermined time before the ignition switch 125 is turned off, and the like can be used.

[Embodiment 4]
The battery control device according to the fourth embodiment differs from the battery control devices according to the first to third embodiments described above in that information used when estimating the start / stop timing of the vehicle 100 is different. This is the same as the battery control apparatus of the first to third embodiments. Therefore, the detailed description of the same configuration as the battery control device of the first to third embodiments is omitted.

In the fourth embodiment, the start / stop of the vehicle 100 is mainly performed using the ambient environment information of the vehicle 100 obtained from the radar 119, detection signals detected by the gear shift sensor 121, the steering angle sensor 122, the vehicle speed sensor 127, and the like. Estimate the time.

Among the in-vehicle devices 109, the radar 119 determines whether there is another vehicle or an obstacle at a short distance (for example, a short distance of 1 m to 10 m) on the front, rear left and right, and side of the vehicle 100. The determination result is transmitted to the controller 111. Based on the determination result, the controller 111 determines that there is another vehicle or an obstacle at a short distance to the front, rear left and right, or side of the vehicle 100, and shifts the gear from the drive range to the neutral, reverse range, or parking range. Is detected by the gear shift sensor 121, it is preliminarily estimated that the vehicle 100 is parked by the driver or the like and the start-up state of the vehicle 100 is stopped, and the lead battery before the start-up state of the vehicle 100 is stopped. 108 is charged to adjust the charging rate of the lead battery 108 to a desired state (a state suitable for storage).

In addition, the controller 111 steers a unique driving operation (driving operation from the start of the parking operation to the end of the parking operation) during parking, such as turning back and backward of the vehicle 100 in a relatively short time (for example, within one minute). Even when detected by the angle sensor 122 or the gear shift sensor 121, it is preliminarily estimated that the vehicle 100 is parked by the driver or the like and the activation state of the vehicle 100 is stopped, and before the activation state of the vehicle 100 is stopped. The lead battery 108 is charged to adjust the charging rate of the lead battery 108 to a desired state (a state suitable for storage).

Specifically, after the vehicle speed detected by the vehicle speed sensor 127 falls below a predetermined value or after the vehicle speed becomes zero, a gear shift is made from the drive range or forward gear to the neutral range, reverse range, or back gear. Is detected by the gear shift sensor 121, and then, for example, if the steering angle sensor 122 detects that the steering angle has changed more than a predetermined value to either the left or right within one minute, the driver retreats the vehicle 100 and parks. It is likely that you are trying. Therefore, the controller 111 estimates that the vehicle 100 will be parked and the activation state of the vehicle 100 will be stopped by the driver or the like when the parking operation information regarding the specific driving operation at the time of parking is obtained.

[Embodiment 5]
The battery control device according to the fifth embodiment differs from the battery control devices according to the first to fourth embodiments described above in that information used when estimating the start / stop timing of the vehicle 100 is different. This is the same as the battery control apparatus of the first to fourth embodiments. Therefore, the detailed description of the same configuration as the battery control device of the first to fourth embodiments is omitted.

In the fifth embodiment, information obtained from a parking assist system or an automatic parking system using image information mainly behind the vehicle 100 obtained from the camera 118 and a detection signal detected by the steering angle sensor 122 is used. Thus, the start / stop timing of the vehicle 100 is estimated.

The parking assist system and the automatic parking system are based on the rear and side image information obtained from the camera 118 and the steering angle sensor 122 in response to a request from the driver, for example, by a switch operation of the parking assist system switch 126. This is a system for guiding the parking of the vehicle 100 while displaying the expected traveling direction of the vehicle 100 on the multimedia system 116 or the like based on the detected signal. Therefore, when this parking assistance system or automatic parking system is driven, the driver is likely to park the vehicle 100.

When the parking assist system switch 126 or the like is operated by the driver, the parking assist system or the automatic parking system transmits an operation signal to the controller 111. When the controller 111 receives the operation signal, the driver or the like It is preliminarily estimated that 100 is parked and the starting state of vehicle 100 is stopped, and lead battery 108 is charged before the starting state of vehicle 100 is stopped, and the charging rate of lead battery 108 is set to a desired state ( To a state suitable for storage).

When estimating the start / stop timing of the vehicle 100, the navigation system 117, the camera 118, the radar 119, the gear shift sensor 121, the steering angle sensor 122, the accelerator pedal sensor 123, the brake described in the first to fifth embodiments described above. By appropriately combining various information obtained from the pedal sensor 124, the vehicle speed sensor 127, the parking support system 126, and the like, the start / stop timing of the vehicle 100 can be estimated more precisely.

[Embodiment 6]
The battery control device of the sixth embodiment is different from the battery control devices of the first to fifth embodiments described above in the form of a battery that supplies power to the in-vehicle device 109 mounted on the vehicle 100. The configuration is the same as that of the battery control apparatus of the first to fifth embodiments. Therefore, the detailed description of the same configuration as the battery control device of the first to fifth embodiments is omitted.

In the sixth embodiment, a lithium ion secondary battery having a high energy density is used as a battery for supplying electric power to the in-vehicle device 109 mounted on the vehicle 100.

The lithium ion secondary battery is mainly composed of a positive electrode, a negative electrode, a separator that electrically insulates the positive electrode and the negative electrode and holds an electrolytic solution.

The positive electrode of the lithium ion secondary battery is formed from a lithium transition metal composite oxide, and in particular, lithium cobalt dioxide (LiCoO ₂ ) is suitably used as a material for forming the positive electrode. In addition, as a material for forming the positive electrode, for example, a conductive polymer typified by polyaniline or the like is also used.

The negative electrode of a lithium ion secondary battery is formed from a compound capable of rapidly increasing and releasing lithium ions, and a carbon material is generally applied as a material for the formation, for example, artificial graphite such as flakes and lumps including natural graphite In addition, a graphite-based carbon material such as mesophase pitch-based graphite, an amorphous carbon material obtained by firing a furan resin obtained from furfuryl alcohol, or the like is used. Moreover, metal oxides, such as lithium titanate and a tin alloy, are applied as a forming material of a negative electrode.

Also, the separator is formed from olefins that hold the electrolyte, nonwoven fabric, paper or the like. Examples of the electrolyte include carbonates such as propylene carbonate, ethylene carbonate, dimethyl carbonate, diethyl carbonate, and ethyl methyl carbonate, and nonaqueous solvents such as tetrahydrofuran, 2-methyltetrahydrofuran, γ-butyrolactone, and 1-2-dimethoxyethane. Preferably used are lithium perchlorates, lithium organic boron salts, lithium salts of fluorinated compounds, lithium salts such as lithium imide salts, and the like. The electrolytic solution can also be applied as a gel electrolyte by being included in a polymer made of polyethylene oxide, polyvinylidene fluoride, or the like.

When charging a lithium ion secondary battery, lithium ions are extracted from the interlayer of the lithium transition metal composite oxide used for the positive electrode, the oxidation state of the positive electrode is increased, and the charge of the positive electrode is made relatively high. Therefore, when the charging rate of the lithium ion secondary battery is increased, a large amount of lithium ions are extracted from the lithium transition metal composite oxide used for the positive electrode, the crystal structure becomes unstable, and the deterioration of the positive electrode proceeds. It is known. Also, if the lithium ion secondary battery is left in a state where the charging rate is high, the electrolyte in the battery is oxidized and the electrolyte changes, or the volume of the negative electrode expands due to the insertion of lithium ions into the negative electrode. It is known that deterioration of not only the positive electrode but also the electrolyte and the negative electrode may progress, such as the negative electrode being compressed.

On the other hand, if the lithium ion secondary battery is left in a state where the charging rate is low (discharged state), as described above, there is a possibility that the electric power required for the next engine start cannot be sufficiently stored. .

Therefore, when a lithium ion secondary battery is used as a battery for supplying electric power to the in-vehicle device 109 mounted on the vehicle 100, the driver or the like turns on the ignition switch 125 by the start / stop timing estimation unit 130. When the start / stop timing for stopping the start state of the vehicle 100 is estimated by operating from 1 to 4, the charge rate adjustment unit 131 adjusts the charge rate of the lithium ion secondary battery to a charge rate suitable for storage. Specifically, the charging rate adjustment unit 131 of the controller 111 controls the power generation voltage of the alternator 106, the driving of the idling stop mechanism, the power consumption of the in-vehicle device 109, etc., and charges or discharges the lithium ion secondary battery. The charge rate of the ion secondary battery is adjusted to a charge rate suitable for storage. For example, when the start / stop timing at which the start state of the vehicle 100 is stopped is estimated, and the charge rate of the lithium ion secondary battery is relatively high, the charge rate adjusting unit 131 of the controller 111 generates power generated by the alternator 106. Controls the voltage and actively drives comfort devices such as the electric heater 114 and the blower fan 115 in the in-vehicle device 109, or stores the charging rate of the lithium ion secondary battery using a power consumption load (not shown). Reduce the charge rate to a suitable level. On the other hand, when the start / stop timing at which the start state of the vehicle 100 is stopped is estimated, when the charge rate of the lithium ion secondary battery is relatively low, the charge rate adjustment unit 131 of the controller 111 By controlling the power generation voltage and the like, the lithium ion secondary battery is positively charged and the charging rate is increased to a charging rate suitable for storage.

In this case, the charging rate of the lithium ion secondary battery cannot be adjusted to a charging rate suitable for storage by the start / stop timing when the starting state of the vehicle 100 is stopped. Thus, when a user such as a driver allows the engine 101 to be driven even after the ignition switch 125 is turned off, the engine 101 and the vehicle-mounted device 109 are continuously driven even after the ignition switch 125 is turned off. The secondary battery may be continuously charged or discharged.

When the present inventors use a lithium ion secondary battery to supply electric power to the in-vehicle device 109 mounted on the vehicle 100, the charging rate suitable for storage of the lithium ion secondary battery is 0.4-0. 0.7, more preferably within the range of 0.5 to 0.65.

Thus, when a lithium ion secondary battery is used as a battery for supplying electric power to the in-vehicle device 109 mounted on the vehicle 100, the start / stop timing for stopping the start state of the vehicle 100 is estimated, By charging or discharging the lithium ion secondary battery based on the estimation result and adjusting the charging rate to a charging rate suitable for storage, battery deterioration due to parking of the vehicle 100 or long-term neglect of the vehicle 100 is prevented. It is possible to effectively suppress and increase the reliability of the battery.

In the first to sixth embodiments described above, a lead battery (reservation-type charge / discharge reaction that involves dissolution and deposition of metal) or a lithium ion secondary battery (as a battery for supplying power to the in-vehicle device 109 mounted on the vehicle 100) Although an embodiment using an intercalation reaction in which ions enter and exit between layers of the forming material of the positive electrode and the negative electrode) has been described, an appropriate battery whose charge rate can be adjusted according to electrochemical characteristics can be applied as the battery. Examples of such in-vehicle batteries include a nickel metal hydride secondary battery that performs an intercalation reaction, an electric double layer capacitor (capacitor) that uses physical adsorption of cations and anions floating near the electrode, and an electric double layer capacitor positive electrode. And a hybrid capacitor (for example, a lithium ion capacitor) in which an intercalation negative electrode is combined.

In Embodiments 1 to 6 described above, the form in which the battery is used as a single battery module has been described. However, the number of batteries mounted on the vehicle 100 can be changed as appropriate.

In the first to sixth embodiments described above, the starter motor 105 and the alternator 106 are separately configured. However, the starter motor 105 and the alternator 106 have an engine start function and a power generation function integrated with each other. You may use the motor generator as an engine starter and generator.

Examples of the engine 101 mounted on the vehicle 100 include a gasoline engine and a diesel engine that are generally used as a power source for automobiles. The engine 101 includes, for example, a single-cylinder or multi-cylinder reciprocating engine, It may be a rotary engine.

Further, in the first to sixth embodiments described above, the mode in which the engine 101 is used as the power source of the vehicle 100 has been described. However, the vehicle 100 is equipped with, for example, a battery that is different from a battery that supplies power to the in-vehicle device 109. The vehicle may have a hybrid system equipped with a motor (electric motor) driven by a battery.

In the first to sixth embodiments described above, the configuration in which the power generation voltage of the alternator 106 is set in three stages (S0, S1, S2) by the controller 111 has been described. However, the value of the power generation voltage set in the alternator 106 and the like The number of stages can be changed as appropriate. For example, when a linear regulator capable of continuously setting the power generation voltage is used as the alternator 106, the value of the power generation voltage and the number of steps set in the alternator 106 can be arbitrarily set. Further, the generated voltage set in the alternator 106 may be changed based on the charging rate of the battery detected by the battery state detection device 110, the estimated remaining travel time provided by the navigation system 117, and the like.

Note that the present invention is not limited to the above-described first to sixth embodiments, and includes various modifications. For example, the first to sixth embodiments described above are described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described. Further, a part of the configuration of an embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of an embodiment. In addition, it is possible to add, delete, and replace other configurations for a part of the configuration of each embodiment.

In addition, each of the above-described configurations, functions, processing units, processing means, and the like may be realized by hardware by designing a part or all of them with, for example, an integrated circuit. Each of the above-described configurations, functions, and the like may be realized by software by interpreting and executing a program that realizes each function by the processor. Information such as programs, tables, and files for realizing each function can be stored in a memory, a hard disk, a storage device such as an SSD (Solid State Drive), or a recording medium such as an IC card, an SD card, or a DVD.

Also, the control lines and information lines indicate what is considered necessary for the explanation, and not all the control lines and information lines on the product are necessarily shown. Actually, it may be considered that almost all the components are connected to each other.

DESCRIPTION OF SYMBOLS 100 ... Vehicle 101 ... Engine 101a ... Engine crankshaft 102 ... Transmission 103 ... Differential mechanism 104 ... Drive wheel 105 ... Starter motor 106 ... Alternator (generator)
106a ··· alternator crankshaft 107 ··· drive belt 108 ··· lead battery (battery)
109: On-vehicle equipment 110 ... Battery state detection device 111 ... Controller (control device)
DESCRIPTION OF SYMBOLS 112 ... Headlight 113 ... Direction indicator 114 ... Electric heater 115 ... Blower fan 116 ... Multimedia system 117 ... Navigation system (own vehicle position detection apparatus or own vehicle position estimation apparatus) )
118 ... Camera (external recognition device)
119: Radar (external recognition device)
120 ... Communication module (external communication device)
121 ... Gear shift sensor 122 ... Steering angle sensor 123 ... Accelerator pedal sensor 124 ... Brake pedal sensor 125 ... Ignition switch 126 ... Parking assist system switch 127 ... Vehicle speed sensor (vehicle speed detection) apparatus)
130 ... start / stop timing estimation unit 131 ... charge rate adjustment unit 201 ... stator coil 202 ... field coil 203 ... rectifier 204 ... regulator 205 ... switch 206 ... drive circuit

Claims

A battery control device that controls charging and discharging of a battery that supplies electric power to an in-vehicle device mounted on a vehicle,
A start / stop time estimation unit for estimating a start / stop time for stopping the start state of the vehicle;
A battery control apparatus comprising: a charge rate adjustment unit that adjusts a charge rate of the battery based on an estimation result of the start / stop timing estimation unit.
The start / stop timing estimation unit includes parking lot entry information, parking zone detection information, parking operation information for vehicles, vehicle destination information, vehicle use base information, estimated remaining travel time to the destination or use base, destination The battery control device according to claim 1, wherein the start / stop timing is estimated based on at least one of an estimated remaining travel distance to the use base.
The vehicle has an idling stop mechanism that automatically stops an engine mounted on the vehicle when the vehicle stops for a predetermined time,
The battery control device according to claim 1, wherein the control device prohibits automatic engine stop by the idling stop mechanism based on an estimation result of the start / stop timing estimation unit.
The said control apparatus adjusts the charging rate of the said battery by adjusting the power consumption of the said vehicle equipment based on the estimation result of the said start / stop timing estimation part, The battery of Claim 1 characterized by the above-mentioned. Control device.
The start / stop timing estimation unit includes a vehicle speed detection device, a vehicle position detection device, a vehicle position estimation device, an external environment recognition device, an external communication device, a gear shift sensor, a steering angle sensor, an accelerator pedal sensor, a brake pedal sensor, and a parking assistance system. The battery control device according to claim 1, wherein the start / stop timing is estimated based on information obtained from at least one of the two.
The control device prohibits the automatic stop of the engine by the idling stop mechanism when the vehicle has been started after a predetermined time has elapsed from the start / stop time estimated by the start / stop time estimation unit. The battery control device according to claim 3, wherein the battery control device is released.
The control device cancels the adjustment of the power consumption of the in-vehicle device when the vehicle is started after a predetermined time has elapsed from the start / stop time estimated by the start / stop time estimation unit. The battery control device according to claim 4.
2. The battery control device according to claim 1, wherein the control device notifies the start / stop timing estimated by the start / stop timing estimation unit or a time from the present to the start / stop timing. .
The charging rate adjustment unit changes a charging rate adjustment start timing for starting adjustment of the charging rate of the battery according to a charging rate of the battery detected by a charging rate detection device. The battery control device described in 1.
The battery control device according to claim 1, wherein the battery is charged by a generator mounted on the vehicle.
The control device includes at least one of parking lot entry information, vehicle destination information, vehicle use base information, estimated remaining travel time to the destination or use base, and estimated remaining travel distance to the destination or use base. The battery control device according to claim 3, wherein the start / stop timing is estimated based on the engine, and automatic stop of the engine by the idling stop mechanism is prohibited.
The control device includes at least one of parking operation information for the vehicle, vehicle destination information, vehicle use base information, estimated remaining travel time to the destination or use base, and estimated remaining travel distance to the destination or use base. The battery control device according to claim 4, wherein the start / stop timing is estimated based on the power supply and the power consumption of the in-vehicle device is adjusted to adjust the charging rate of the battery.
The battery control device according to claim 1, wherein the battery is a lead battery or a lithium ion secondary battery.
The battery control device according to claim 13, wherein the charge rate adjustment unit charges the lead battery based on an estimation result of the start / stop timing estimation unit.
The charging rate adjusting unit charges or discharges the lithium ion secondary battery based on an estimation result of the start / stop timing estimation unit and a charging rate of the lithium ion secondary battery. The battery control device described in 1.